Beruflich Dokumente
Kultur Dokumente
Contents
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. General Flight Deck Layout Electrical System Hydraulic System Flight Controls Landing Gear Fuel System Engine Controls Auxiliary Power Unit Automatic Flight System Environmental Flight System Electronic Instrument System Radio Management and Communication Maintenance Centralized Fault Display System Fire Protection Ice and Rain Protection Oxygen Information System
Airbus 2007 1
1. General
Airbus 2007
1.1
A318/A319/A320/A321 General
A318 A319
Airbus 2007
1.3
A318/A319/A320/A321 General
A320 A321
Airbus 2007
1.4
A318/A319/A320/A321 General
Dimensions
A318-100 Span Length A319-100 A320-100 33.91m 111ft 3in 33.84m 111ft 11.76m 38ft 7in 3.95m 12ft 11in 7.59m 24ft 11in 129 145 390 180 220 37.57m 123ft 3in A320-200 A321-100
Airbus 2007
1.5
A318/A319/A320/A321 General
Typical Cabin Layout
A318
Two-class 107 seats Single-class 117 seats Single-class High density 129 seats
A320
Two-class 150 seats Single-class 164 seats Single-class High density 180 seats (JAA) 179 seats (FAA)
A319
Two-class 124 seats Single-class 134 seats Single-class High density 145 seats
A321
Two-class 185 seats Single-class 199 seats Single-class High density 220 seats
Airbus 2007
1.6
A318/A319/A320/A321 General
Design Weights A318/A319/A320
Engine Model A318-111 A318-112 A318-121 A318-122 A319-111 A319-112 A319-113 A319-114 A319-115 A319-131 A319-132 A319-133 A319 Corporate Jet A320-111 A320-211 A320-212 A320-214 A320-231 A320-232 A320-233 Manuf. CFM CFM PW PW CFM CFM CFM CFM CFM IAE IAE IAE CFM IAE CFM CFM CFM CFM IAE IAE IAE Type CFM 56-5-B8 CFM 56-5-B9 PW 6122 PW 6124 CFM56-5-B5 CFM56-5-B6 CFM56-5-A4 CFM56-5-A5 CFM56-5-B7 V2522-A5 V2524-A5 V2527-M-A5 CFM56-5-B6/5-B7 V2524-A5/V2527-M-A5 CFM56-5-A1 CFM56-5A1/5-A3 CFM56-5-A3 CFM56-5-B4 V2500-A1 V2527-A5 V2527E-A5 Maximum weights (kg) MTOW 59 000 (options: from 61 500 up to 68 000) MLW 56 000 (option: 57 500) MZFW 53 000 (option: 54 500) Operation limits Mmo Vmo
0.82
350kt
75 500 68 000
62 500 63 000
Airbus 2007
1.7
A318/A319/A320/A321 General
Design Weights A321
Engine Model A321-111 A321-112 A321-131 A321-211 A321-212 A321-213 A321-231 A321-232 Manuf. CFM CFM IAE CFM CFM CFM IAE IAE Type CFM56-5B1 CFM56-5B2 V2530-A5 CFM56-5B3 CFM56-5B1 CFM56-5-B2 V2533-A5 V2530-A5 Maximum weights (kg) MTOW 83 000 (options: 78000 or 85 000) 89 000 (options: from 78 000 up to 93 000) MLW 73 500 (option: 74 500 or 75 000) 75 500 (option: 73 500 or 77 800) MZFW 69 500 (option: 70 500 or 71 000) 71 500 (option: 69 500 or 73 800) Operation limits Mmo Vmo
0.82
350kt
Airbus 2007
1.8
A318/A319/A320/A321 General
Aircraft Design Specifications
Design Speeds
VMO = 350 kt CAS MMO = 0.82 MB = 0.76 VD = 381 kt CAS MD = 0.89 VLO (landing gear) extension = 250 kt VLO retraction = 220 kt VLE (Landing gear extended) = 280 kt
The design aim is 60 000 landings. Endurance corresponding to safe life operation in accordance with FAR and JAR requirements.
Cabin pressure
Max nominal operational differential pressure Safety valve setting pressure Max relief valve overpressure Max negative differential pressure 556 mb 7 mb 8.06 psi 0.1 psi 593 mb 7 mb 8.60 psi 0.1 psi 9 psi -1.00 psi
1.9
621 mb - 70 mb
Airbus 2007
A318/A319/A320/A321 General
Aircraft Design Specifications
Fuel capacity (litres)
A318/A319/A320 Total wing fuel = 15609 Center tank fuel = 8250 Total aircraft fuel = 23859 A321 Total wing fuel = 15500 Center tank fuel = 8200 Total aircraft fuel = 23700
Pavement strength
Max ramp weight and max aft CG ACN Flexible pavement Cat A A318 A319 A320 A321-100 A321-200 28 32 39 45 49 Cat B 29 33 40 48 52 Cat C 32 36 44 53 58 Cat D 37 42 50 59 63 Cat A 30 35 44 51 56 Rigid pavement Cat B 32 37 46 54 59 Cat C 34 39 48 57 62 Cat D 36 41 50 59 64
Airbus 2007
1.10
A318/A319/A320/A321 General
Ground Maneuvre Capability Minimum turning radius
A318 A319
Airbus 2007
1.11
A318/A319/A320/A321 General
Ground Maneuvre Capability
A321
A320
Airbus 2007
1.12
A318/A319/A320/A321 General
Ground Maneuvre Capability Towing
The A318/A319/A320/A321 can be towed or pushed up to a nosewheel angle of 95 from the aircraft center line at all weights up to maximum ramp weight (MRW) without disconnecting the steering.
Taxiing
Minimum turning radii (with tire slip) and minimum pavement width for 180 turn are as illustrated on the precedent pages
Airbus 2007
1.13
A318/A319/A320/A321 Introduction
The A318/A319/A320/A321 are narrow body, twinengined, short / medium-range aircraft, the A318 being a shortened version of the A319, the A319 being the shortened version of the A320, and the A321 being the stretched version of the A320. They both offer an increased fuselage cross-section leading to an increased revenue potential through: - Greater passenger comfort with wider seats and aisle - Greater overhead baggage volume - Greater cargo capacity - Wide-body compatible container capability - Quicker turnrounds. Advanced technology applied to aerodynamics, structure, systems and powerplant offer reduced costs through: Unmatched fuel efficiency More accurate flight path control Reduced maintenance costs Increased reliability Reduced trouble-shooting time. Introduced for airline service in March 1988, the A320 represents the largest single advance in civil aircraft technology since the introduction of the jet engine and results in a major stride forward in airline profitability. A computer-managed system gives complete protection against excursions outside the normal flight envelope and greatly improves the man / machine interface.
Airbus 2007
1.14
Airbus 2007
2.1
Capt. nav. bag F / O nav. bag 4th occupant seat (optional) CAPT F/O 3rd occupant seat
Coat stowage
An observer seat aft of the pedestal offers maximum visibility over all panels. A fourth occupant seats is offered as an option.
Airbus 2007
2.3
Sidestick Hand microphone Ashtray Operational manual stowage Check list stowage Flight documents stowage
Briefcase Portable fire extinguisher F / O quick donning oxygen mask 3rd occupant quick donning oxygen mask
Airbus 2007 2.4
Secondary circuit breakers Primary circuit breakers Hand microphone Hat holder Jack panel Headset stowage Portable oxygen bottle Full face mask 3rd occupant seat Axe Safety locker Life vest
Ref . STL 945.7136/97 Issue 4
Airbus 2007
2.5
Pilot axis
Airbus 2007
2.6
Visibility Windows are designed to meet or exceed the Aerospace standard 580 B. Geometry : - Windshield panels - Lateral windows : : Flat glass Curved acrylic.
Clear surface of each window : Windshield panel Lateral sliding window Lateral rear window Flight deck total 0.52m2 each 0.36m2 each 0.30m2 each 2.36m2
This geometry improves external aircraft monitoring, thereby increasing safety standards: - Downward visibility in the pilot axis is 20 - Wing tips visible from respective pilot stations.
Airbus 2007
2.7
Airbus 2007
2.9
A318
A319
A320
A321
Airbus 2007
2.10
Airbus 2007
2.11
Airbus 2007
2.12
Sidesticks are installed on the CAPT and F / O forward lateral consoles. An adjustable armrest to facilitate free wrist movement is fitted on each seat. The sidestick works against a spring force proportional to the angular displacement. Sidestick includes : - Radio communication trigger - A take-over button for autopilot disconnection and priority take-over.
10
10
10
10 10 10
10 10 10
10
10 10 10
10
10
10
Airbus 2007
2.14
Airbus 2007
2.15
The CAPT and F / O panels are mirror image of each other ; both incorporate two side-by-side Display Units (DUs) : - A Primary Flight Display (PFD) - A Navigation Display (ND). This arrangement facilitates: - A better visibility on all DUs in normal configuration and in case of reconfiguration (PFD ND or ECAM ND) - The possibility to install a sliding table (option) and a footrest in front of each pilot. Primary Flight Display includes the complete Basic T with: Attitude Airspeed / Mach (with all upper ad lower limits) Altitude / vertical speed Heading AFS status ILS deviation / maker Radio altitude
Navigation Display offers three modes: - ROSE mode (ILS, VOR or NAV): heading up, aircraft symbol in screen center, with radar available, - ARC mode: heading up, horizon limited to a 90 forward sector, with radar available, - PLAN mode: north up, display centered on selected waypoint. Note : In ROSE-NAV, ARC, and PLAN modes, MAP data from FMS is presented.
Airbus 2007
2.16
Airbus 2007
2.17
Airbus 2007
2.18
SP MAC D H
HD V G/S
TR F KP A
Airbus 2007
2.19
Airbus 2007
2.20
Airbus 2007
2.21
Airbus 2007
2.22
GPWS RCDR Air cond. Oxygen Calls Anti-ice Wiper EXT LT CVR microphone
Options
Cargo smoke
3. Electrical System
Airbus 2007
3.1
The electrical power generation comprises: Two engine-driven AC generators, nominal power 90kVA One auxiliary power unit (APU) AC generator nominal power 90kVA One emergency generator nominal power 5kVA, hydraulically driven by the Ram Air Turbine (RAT), automatically deployed in case of main generators loss One ground connector, power 90kVA. DC network supplied via three identical Transformer / Rectifier Units (TRU) : - Two of them are normally used (TR1 and TR2) - The third ESS TR is used: In emergency configuration (loss of main AC generators) In case of TR 1 or TR 2 failure
Two batteries, nominal capacity 23Ah each - On ground : to provide an autonomous source mainly for APU starting - In emergency electricity configuration : to feed some equipment: During RAT deployment When the emergency generator is not available When the RAT is no longer efficient: After landing gear extension for A320 with the old electrical configuration On the ground for A318/A319/A321 or A320 with the new electrical configuration One static inverter to provide a source of AC power from the batteries.
Airbus 2007
3.3
Airbus 2007
3.4
In normal configuration, both normal AC systems are split. Each engine-driven generator supplies its associated AC BUS via its Generator Line Contactor (GLC). AC ESS BUS is normally supplied from AC BUS 1 via a contactor. This contactor allow to supply AC ESS BUS with AC BUS 2, through the AC ESS FEED pushbutton. DC BAT BUS (part of the DC distribution network) and the DC ESS BUS are normally powered by the TR 1. Two batteries are connected to the DC BAT BUS via the Battery Charge Limiter (BCL). Each battery has its own HOT BUS bar (engine / APU firesquib, ADIRS, CIDS, ELAC 1, SEC 1, slide warnings, parking brake etc).
Airbus 2007
3.5
Airbus 2007
3.6
In case of failure of one main generator, the failed generator is automatically replaced by: - The APU generator if available - The other main generator with automatic partial galley load shedding. In case of total loss of all main generators, the RAT is automatically extended and drives the emergency generator via a hydraulic motor. The EMER GEN supplies the AC ESS BUS and the DC ESS BUS via the ESS TR. Only the Upper ECAM DU remains powered by the AC ESS BUS. It addresses the procedure to follow. Alternate law becomes operative.
Airbus 2007
3.7
or, for C / Bs monitored by the ECAM system: - Six zones have been defined - Each time a C / B trips, the corresponding zone is identified
Overhead panel
Emergency circuit breaker
Airbus 2007
3.9
4. Hydraulic System
Airbus 2007
4.1
NWS is supplied by green or yellow hydraulic system, depending on : ** Basic Nose Wheel Steering system,or *** Enhanced Nose Wheel Steering system
(*) only for A320 equipped with Load Alleviation Function (LAF refer to chapter 5). Ref . STL 945.7136/97 Issue 4 Airbus 2007 4.3
Airbus 2007
4.4
Control panel
System display :
HYD system page RAT Engine pump
System label System pressure Power Transfer Unit Yellow electrical pump Fire valve position
Airbus 2007
4.5
5. Flight Controls
Airbus 2007
5.1
- Maintenance costs decreased - Training costs decreased - Production costs decreased Improvements in handling and comfort - Flight handling improvement - New cockpit concept
Airbus 2007
5.3
Airbus 2007
5.4
Airbus 2007
5.5
Digital computers
Electrical orders
Sidestick
Mechanical back up
TRIM
Airbus 2007
5.6
Classic Flight Controls Directly proportional relationship between pilot stick input and control surface position. Aircraft response depending on aircraft dynamics and flight envelope area coverage. Airworthiness and aircraft performance requirements leading to increasingly complex system: - Variable artificial feel to modulate pilot forces with flight conditions (efforts / g), - Hydraulically powered servocontrols, served autopilots, control wheel steering, - Stall protection devices (stick shaker, stick pusher), - Stability augmentation systems (Mach trim, speed trim, angle-of-attack trim, roll and yaw damping).
Fly-by-Wire Controls No directly proportional relationship between pilot stick input and control surface position. Computers response to stick input modulating servocontrolled jacks to satisfy: - Normal, alternate or direct laws (pitch, roll and yaw axes), - Optimized flight control characteristics (easy Handling, good stability), - Improved safety :overspeed, stall, windshear, manoeuvre and attitude protections.
Airbus 2007
5.8
According to number and nature of subsequent failures, it automatically reverts to: - Alternate Law, or - Direct Law. Overall Normal LAW schematic
Airbus 2007
5.9
Highlights - No direct relationship between sidestick and control surface deflection. - The sidestick serves to provide command objectives - Computers command surface deflections to achieve Normal Law objectives (if compatible with protections)
Airbus 2007
5.10
Airbus 2007
5.11
Flight path stability instead of speed stability - Control inputs are made to alter the flight path, not to hold it.
Airbus 2007
5.12
Airbus 2007
5.13
Roll rate demand (15 / Sec max.) as basic flight mode : Coordinated roll and yaw surfaces deflections: - To achieve and maintain bank angle up to 33, stick released Bank angle protection above 33: - Positive spiral stability restored up to 67 inside normal flight envelope - Limit of 67 bank angle Lateral control laws providing handling quality features such as: Bank angle resistance to disturbance, stick free, Precise piloting Good turn coordination, Dutch roll damping, Sideslip minimization.
Engine failure or aircraft asymmetry compensation consisting of: - If no pilot action: Stabilized sideslip and bank angle followed by, Automatic rudder trimming to compensate asymmetric thrust Slowly diverging heading. - Recommended action: Zero sideslip target with pedals (take-off, goaround), Heading stabilization with stick input, Steady flight stick free / no pedal forces (rudder trim). Adaptation of basic control law objectives to: - Ground phase: ground mode Direct relationship between stick and roll control surfaces Rudder: mechanical control from pedals + yaw damper function Transition from ground to in-flight law (and vice versa) Switching over in 5 second after lift-off or touch-down.
Airbus 2007 5.14
Sidestick free with pedal deflection results in stabilized sideslip and bank angle facilitating de-crabbing in crosswind landings.
Alternate law
Direct law
Crew action (identification of failed IRS), ELAC 1+2 reset
Ref . STL 945.7136/97 Issue 4 Airbus 2007 5.15
Airbus 2007
5.16
Mechanical Back-Up
Highly improbable operational necessity. To sustain the aircraft during a temporary complete loss of electrical power. Longitudinal control of the aircraft through trim wheel. Elevators kept at zero deflection.. Lateral control from pedals. Manual trimming through trim wheel: - Red message on PFD (MAN PITCH TRIM ONLY)
Airbus 2007
5.17
Airbus 2007
5.18
Each elevator is actuated by two independent hydraulic servo controls. The two elevators are driven by Green and Yellow hydraulic jacks. In normal operation one servo control is active, the other is damped. (i.e. jack follows the surface movement) In case of failure on the active servo-jack, the damped one becomes active and the failed jack is automatically switched to the damping mode. If both jacks are not being controlled electrically or hydraulically, they are automatically switched to the damping mode.
Airbus 2007
5.19
Roll Spoilers
Airbus 2007
5.20
Airbus 2007
5.21
Airbus 2007
5.22
Airbus 2007
5.23
A300 flying testbed equipped with dual sidestick/FBW system (left side) and control column conventional flight control system (right side). Two pilots twice flew each of the following three flight conditions in well-specified and demanding experimental circuits : Flight Director (FD) : FD and autothrottle system on, ILS (raw data) : FD and autothrottle system off, NDB (non-precision) : FD, autothrottle and ILS off.
The following measurements of recorded flight parameters were calculated when appropriate and compared for flying with the sidestick and conventional controls : Mean : average of 1 second values, Standard deviation : amount of variation around the mean, Rate zero : number of sign changes per minute, Reversal rate : number of direction reversals per minute.
Airbus 2007
5.24
1,6
1,4
Degrees
.5 .4
.5 .4
Roll
Pitch
Roll Rate
Pitch Rate
Yaw Rate
11,2 9 8
11,1
10,4
Transitions
6,4
.6 .2 Vertical Longitudinal Lateral Roll Rate Pitch Rate Yaw Rate Acceleration Type
Airbus 2007
5.25
All measurements of smoothness and stability favoured the sidestick by a large margin: For roll and pitch angles and rates, standard deviations and rate through zero were reduced by 20% or more when flying with the sidestick, Accelerations in all three axes showed a large reduction in standard deviation and rate through zero when flying with the sidestick
Airbus 2007
5.26
Airbus 2007
5.27
All parameters related to fuel burn showed significantly better values with sidestick: The sidestick/EFCS combination should improve fuel economy through unnecessary control surface movements and increased rear C.G. limits.
Pilot control inputs were reduced by 50% or more and the system still achieved much better overall performance: Lower pilot workload should allow more time for dealing with emergencies and managing flight efficiency.
Airbus 2007
5.28
* Load Alleviation Function (only for A320 equipped with LAF) Ref . STL 945.7136/97 Issue 4 Airbus 2007 5.29
Use of dissimilar redundancy Two types of computer - Two ELACs to achieve aileron control and normal pitch control - Three SECs to achieve spoiler control and standby pitch control
Different type of hardware computer Each ELAC and SEC is divided into two units: - One Control Unit (COM) - One Monitoring unit (MON) Four different softwares: ELAC COM + MON SEC COM + MON.
Physical separation of hardware for COM and MON units. In addition, mechanical back-up (through rudder and stabilizer control) will ensure adequate control in case of temporary loss of all electrical power sources including batteries.
Airbus 2007
5.30
Self tests Each computer is able to detect its own failures: Processor test (check sum, watchdog) Electrical supply monitoring Input and output test Wrap around of output to input.
Other protections Specific routes are dedicated to: control signals monitoring signals Signals are linked: ELAC 1 and SEC 1 computers on one side ELAC 2, SEC 2 and SEC 3 computers on the other side. ELAC and SEC computers are qualified in convenience with DO 160 for electrical susceptibility test, the most severe category (Z) being applied. - Wires are installed in metal shields in the exposed areas. - For each signal, wires are twisted. - No signal grounding in the exposed areas. - Computer inputs and outputs connected to exposed wires are protected against the most severe spikes. This protection, combined with the precautions taken in the software, ensure good protection against lightning strikes and electromagnetic disturbances.
Inputs are monitored: - By comparison of signals of the same type but sent by different sources - By checking the signal coherence.
Airbus 2007
5.31
Airbus 2007
5.32
AOA protection principle - When becomes greater than prot, the system switches elevator control from normal mode to a protection mode, in which the angle-of-attack is proportional to sidestick deflection. Autotrim stops, resulting in a nose-down tendency. - If reaches floor, the auto-thrust system will apply go-around thrust. - The max cannot be exceeded even if the stick is pulled fully back. - At max + 4 an audio stall warning (cricket + synthetic voice: STALL STALL) is provided. Consequences - prot is maintained if sidestick is left neutral - max is maintained if sidestick is deflected fully aft - Return to normal law is obtained when sidestick is pushed forward. Amber strip on PFD indicates 1.13 Vs at take-off, or 1.23 Vs in other phases of flight.
Ref . STL 945.7136/97 Issue 4 Airbus 2007 5.33
Airbus 2007
5.34
Windshear protection Windshear protection is ensured by: SRS more Speed trend indication Wind (speed and direction indication) Flight path vector High angle of attack protection Windshear warning (optional).
Load Alleviation Function (LAF) (only for A320) - The load alleviation function is used in conditions of turbulence in order to relieve wing structure loads - The LAF becomes active when the difference between aircraft load factor and pilot demanded load factor exceeds 0.3 g, in which case the ailerons and the spoilers 4 and 5 are deflected symmetrically upwards - The LAF is no longer necessary for A321, A319 and A318 which benefit from a reinforced structure.
Low energy protection (basic on A318, A319 and A321) - An audio warning SPEED, SPEED, SPEED is triggered to indicate to the crew that a thrust increase is necessary to recover a positive flight path angle through pitch control.
Airbus 2007
5.35
Both sidesticks are coupled electronically to deal with: - Simultaneous inputs - Conflicts. Full control is obtained by pressing and keeping pressed the take-over button, thereby deactivating the other pilots stick. After pressing the take-over button for more than 40 seconds, it can be released without loosing priority. When both pilots press their take-over buttons, the last pilot to press will get the priority. onside priority can be maintained throughout by keeping the button pressed continuously for 40s.
Ref . STL 945.7136/97 Issue 4 Airbus 2007 5.36
Sidestick deflected
Light off
Red
Sidestick in neutral
Light off
Take-over button depressed Green light in front of the pilot = authority when opposite sidestick deflected
Airbus 2007 5.37
Red arrow in front of the pilot = loss of authority PRIORITY RIGHT/LEFT audio voice message when priority is taken.
Ref . STL 945.7136/97 Issue 4
- Maximal extension (50) of all surfaces then automatically achieved when wheels speed >72kt (aborted take-off case), or the aircraft has touched down (landing case).
RET
RET
SPEED BRAKE
1/2
5.32
1/2
FULL
FULL
Airbus 2007
5.38
: 40 for A320 with IAE engine or A319 and A318 : setting for A321 Computed by FACs, retraction speeds are presented on PFDs for: Minimum flaps retraction or F -speed, Minimum slats retraction or S -speed.
Airbus 2007
5.39
FLT CTL
SEC 2 SEC 3 FAC 2
SPEED BRAKE
FLAPS
Airbus 2007
5.40
Airbus 2007
5.41
Rudder travel limiter position moves with the speed and altitude changes
Ref . STL 945.7136/97 Issue 4 Airbus 2007 5.42
6. Landing Gear
Airbus 2007
6.1
Airbus 2007
6.3
Accu
Yellow HP
BSCU
Automatic selector
To other gear
To other wheels
To ECAM
Airbus 2007
6.4
Carbon disk brakes are standard. Normal system (Green hydraulic system supply): Electrically signaled through anti-skid valves individual wheel anti-skid control Autobrake function Automatic switchover to alternate system in event of Green hydraulic supply failure.
Alternate braking system with anti-skid (Yellow hydraulic system supply): - Hydraulically controlled through dual valve - Individual wheel anti-skid control - No autobrake function.
Airbus 2007
6.5
Airbus 2007
6.6
Airbus 2007
6.7
OR
LO MED MAX Decel Decel Decel on on on Aircraft speed at touchdown (wheel tachy.) Aircraft longitudinal deceleration (ADIRS)
prog Vo ir
Vo prog
V prog
Wheel speed
BSCU 1 BSCU 2
Ref . STL 945.7136/97 Issue 4 Airbus 2007 6.8
Anti-Skid System The anti-skid system produces maximum braking efficiency by maintaining the wheels just short of an impending skid. From touchdown, aircraft speed is computed based on touchdown speed (wheels) and integrated deceleration (ADIRS). This reference speed is compared with each wheel speed to generate a release order for closing the normal servo valve in case of skid exceeding 13%. Brake pedals order results in opening this servovalve also modulated by anti-ski closing signals. Autobrake system This system allows: - To reduce the braking distance in case of an aborted takeoff - To establish and maintain a selected deceleration rate during landing, thereby improving passenger comfort and reducing crew workload.
From touchdown a specific speed is computed based on touchdown speed (wheels) and programmed deceleration (low, medium, max). This programmed speed is compared with each wheel speed to generate a release order for closing the normal servovalve to meet selected deceleration. If reference speed exceeds programmed speed (contaminated or iced runways) the former will take over for the anti-skid to modulate the normal servo valve. Enhanced autobrake system (basic on A318) Enhanced autobrake function - Enhanced accuracy in achieving the selected deceleration rate - Perfect level of comfort maintained - Enhanced pressure monitoring for all brakes (more consistent temperatures in all brakes) MED deceleration is only controlled when the Nose gear is on ground. Arming/engagement logics: A/B MAX mode cannot be selected in flight and cannot be engaged on ground below 40 kts.
Airbus 2007 6.9
OR E L A C
Auto pilot
One engine running and Towing lever Normal position MLG Compressed BSCU
Description The hydraulic system supplies pressure to the cylinder. Electric signals from the Brake and Steering Control Unit (BSCU) control it. The BSCU transforms orders into nose wheel steering angle. Angles are limited : - Normal operating angle 75 - Aircraft towing, steering angle 95 - Rudder pedals 6 After take-off, an internal cam mechanism inside the shock-absorber returns the wheels to center position and the hydraulic supply is cut off at gear retraction. Nose Wheel Steering changes due to the enhanced Nose Wheel Steering system (basically fitted on A318): Objectives: - Avoid simultaneous loss of Normal braking and nose wheel steering functions on a single hydraulic failure. - Avoid loss of nose wheel steering function due to ADIRU or LGCIU failure. - Make the nose wheel steering function available after a landing gear free fall extension.
Modifications: - The hydraulic power supply has changed. The Yellow hydraulic system has replaced the Green hydraulic system. - The BSCU software has been modified due to changes of hydraulic power supply, associated logics and monitoring have evolved. - Modified warnings associated to nose wheel steering on Yellow hydraulic system.
Airbus 2007
6.11
Tyre pressure psi (optional) LDG door Hottest brake Anti-skid release indicator Ground spoiler extension Wheel system page
Ref . STL 945.7136/97 Issue 4 Airbus 2007 6.12
Airbus 2007
6.14
7. Fuel System
Airbus 2007
7.1
A321
Wing tank Center tank
Vent valve
Vent valve
Vent line
Vent line
Airbus 2007
7.3
A318 / A319 / A320 Two outer tanks Two inner tanks One center tank 1 760 liters (1 408kg) 13 849 liters (11 079kg) 8 250 liters (6 600kg)
A321 Two wing tank One center tank 15 500 liters (12 400kg) 8 200 liters ( 6 560kg)
(Weight calculated with a density of 0.8) An additional center tank (optional) increases the total fuel capacity by: 2 992 liters (2 393kg) for A318/A319/A320; 2 900 liters (2 320kg) for A321. On the A319 Corporate Jet, up to 6 additional center tanks can be added to increase the total fuel capacity by up to 16 781 liters. An additional volume of 2% is available for expansion without spillage into the vent surge tank.
Ref . STL 945.7136/97 Issue 4 Airbus 2007 7.4
Airbus 2007
7.5
The Fuel System is automatically controlled by the Fuel Quantity Indication Computer (FQIC). This computer assures functioning of the Fuel Quantity Indication System (FQIS) and the two Fuel Level Sensor Control Units (FLSCU). FQIS and FLSCU provide: - Fuel quantity measurement and indication - Fuel transfer control - Level sensing - Fuel temperature indication - Refuel/defuel control - Signals to FADEC for IDG cooling control
Airbus 2007
7.6
Pump
Center tank
15
nk r ta nne I
22 26
nk e ta urg S
Suction valve (gravity feed) APU LP valve twin actuators APU pump
k tan ter Ou
Transfer valves
Airbus 2007
7.7
Airbus 2007
7.8
Pumps
22 26
nk e ta urg S
APU Defuel/transfer fuel pump Valve twin actuators (ground only) Cross feed valve (twin actuators)
Recirculation line
Airbus 2007
7.9
Airbus 2007
7.10
A318/A319/A320 (EIS2)
A318 (EIS2)
Airbus 2007
7.11
No crew action is required for normal operation. Indications: - Fuel data (quantity, temperature) are available from a Fuel Quantity Indication (FQI) system - Fuel quantity is permanently displayed on upper ECAM DU - Fuel system synoptic on lower ECAM DU is displayed according to ECAM logic - Low level warning is totally independent from FQI. Abnormal operations: - Fuel feed sequence may be operated manually - One or both engines may be fed from any tank via cross-feed valve - Gravity feed is possible from wing tanks.
Airbus 2007
7.12
Refuel Panel :
Refuel preselector
Airbus 2007
7.13
A321
Airbus 2007
7.14
8. Engine Controls
Airbus 2007
8.1
The system design is fault-tolerant being fully duplicated, with graceful degradation for minor failures (i.e. sensor failures may lose functions but not the total system). The engine shut-down rate resulting from FADEC failures will be at least as good as todays latest hydromechanical systems with supervisory override. FADEC is an electronic system which incorporates a fully redundant Engine Control Unit (ECU) for aircraft equipped with CFM engine or Electronic Engine Control (EEC) for aircraft equipped with IAE/PW engine and an Engine Interface Unit (EIU).
Reduction of crew workload by means of automatic functions (starting, power management). Ease of on-wing maintenance.
ECU* * EEC * * *
FADEC One FADEC is located on each engine with dual redundant channels (active and standby). Each channel have separate 28V DC aircraft power sources to ensure engine starting on ground and in flight. In addition dedicated FADEC alternator assures self power above 15% N2 for CFM56 (15% N2 for IAE V2500, 10 % N2 for PW 6000). Characteristics - Dual redundancy for electrical input devices (ADIRS 1+2, TLAs, engine parameters). - Dual redundancy for electrical part of control actuator. - Simple system for hydromechanical parts of the control. - Fault tolerance and fail operational capability. - High level disturbance. of protection against electromagnetic
EIU The interface between the FADEC system and the other aircraft systems is mainly performed by the EIU through digital data buses. One EIU per engine is located in the avionics bay. Care is taken to preserve systems segregation for safety and integrity.
Airbus 2007
8.5
28 VDC
T12 P0 N1
N2
T25
PS12
PS12
PS3
Tcase
T3
Ignition Alternator
VSV VBV Fuel HPT CC
Fe
k ac db e
Hydromech. unit
Fuel flow PS13 P25 T5
Thrust reverser
T fuel
Airbus 2007
8.6
28 VDC
T2 P0 N1
N2
Pb
P2
P5
P3
T4.9
T3
Ignition Alternator
VSV VBV Fuel HPT CC
Fe
k ac db e
Hydromech. unit
Fuel flow P12.5 P2.5 T2.5
Thrust reverser
T fuel
Airbus 2007
8.7
28 VDC
T2 P0 N1
N2
PS2
Ignition Alternator
VSV VBV Fuel HPT CC
Fe
k ac db e
Hydromech. unit
Fuel flow P2.5 T2.5
Thrust reverser
T fuel
Airbus 2007
8.8
ECU* EEC**
Manual mode
FMGC
ATS
or
Disengaged
(EIS1)
ADR
FMGC
ATS
N1 mode selection
or
Disengaged
Upper ECAM DU
Airbus 2007
8.10
Limited thrust parameters (N1 for CFM56 and PW6000, EPR for V2500) are computed by FADEC. Selection of thrust limit mode is obtained directly by thrust lever position : Six positions defined by detents or stops.
The thrust lever can only be moved manually (no servomotor): lever position not necessarily representing engine thrust delivered According to the thrust lever position, the FADEC computes: Thrust rating limit N1 (EPR) when in manual mode N1 (EPR) which can be achieved in automatic mode (ATS)
Go Around (GA) Max Take-Off (TO) Max continuous (MCT) Flex. Take-Off (FLX)
Max take-off
Climb
Cruise
Max reserve
Reserve
Idle
Airbus 2007
8.11
Actual N1
Max permissible N1
Oil quantity Oil pressure Oil temperature Start valve position Engine bleed pressure Selected ignition
TAT + 19 C SAT + 18 C
23 H 56
G.W. 60300 kg
Nacelle temperature
TAT + 19 C SAT + 18 C
G.W.
23 H 56
Start configuration
Fuel filter clog Oil filter clog Oil quantity Oil pressure Oil temperature Selected ignition Start valve position Engine bleed pressure Nacelle temperature Engine vibration
EIS 2 = LCD
Ref . STL 945.7136/97 Issue 4 Airbus 2007 8.16
The following indications may appear on the PFD Flight Mode Annunciator (FMA), in upper left corner: ASYM : Only one thrust lever is set to CLB or MCT position, Flashing when aircraft above thrust reduction altitude and thrust levers not in CLB notch, Flashing in case of engine failure if the non-affected thrust lever is not set at MCT, -floor condition encountered, When leaving -floor condition and thrust still at TOGA
FINAL
APP NA
CLB
ASYM
MCT
A-FLOOR : TOGA LK :
Airbus 2007
8.17
Description Reverser deployment is selected by positioning thrust lever into reverse area and by acting on independent locking levers. Thrust lever position below rev. idle modulates reverse power. Automatic engine idle is set in case of reverser malfunction. Automatic max. reverse power limitation versus ambient conditions with full rearward thrust lever position. Reverser status is displayed on ECAM upper DU.
Airbus 2007
8.18
Lower ECAM DU
CTR TK FEEDG
Upper ECAM DU
TAT + 19 C SAT + 18 C
23 H 56
G.W. 60300 KG
IAE
MASTER 1 ON OFF
ENG 1
MODE NORM
CRANK FIRE
MASTER 2 ON
ENG 2
OFF
IGN START FIRE FAULT
CTR TK FEEDG
FAULT
Airbus 2007
8.19
CFM & PW
Airbus 2007
8.20
IGN/START
ON
CHECK NORMAL
Airbus 2007
9.1
ECB
External panel
(located in front of the nose gear bay )
APU
Ref . STL 945.7136/97 Issue 4 Airbus 2007 9.3
A318/A319/A320/A321 APU
On ground, the APU makes the aircraft independent of pneumatics and electrical sources by: - Providing bleed air for engine start and air conditioning systems - Providing electrical power to supply the electrical system In flight, provision of back-up power for electrical and air conditioning systems, The APU may be started using either the aircraft batteries, external power or normal aircraft supply. APU starting is permitted throughout the APU start envelope. The APU is automatically controlled by the Electronic Control Box (ECB) which is mainly acting as FADEC for monitoring start and shut-down sequences, bleed air and speed/temperature regulation. Control and displays: - On the overhead panel for APU normal operation and fire protection - On the ECAM for APU parameters display - On the external panel, under the nose fuselage, for APU shut down.
Airbus 2007
9.4
Airbus 2007
10.1
FMGC 1
F C U M C D U 2
FMGC 2
FAC 2
Yaw control
Ref . STL 945.7136/97 Issue 4 Airbus 2007 10.3
Airbus 2007
10.4
FAC 1
Actuators for : rudder trim yaw trim damper rudder travel EIS (DMC 1, 2, 3) CFDIU
FMGC 1
Radio navigation auto tuning EIS (DM 1, 2, 3) ELAC-SEC FWC 1, 2 ECU MCDU Side 1 Side 2
crosstalk buses
FMGC 2
MCDU
MCDU
- Automatically operative if mismatch between FMGCs - Independent operation of FMGCs with associated MCDUs. (Data insertion and display related to the side concerned). - One FMGC remains master. Single mode - One FMGC fails - Either MCDU can be used to enter or display data related to the remaining FMGC.
MCDU
MCDU
FMGC 1
MCDU
MCDU
Airbus 2007
10.6
PFD 1
ND 2
PFD 2
MCDU 2
Airbus 2007 10.7
ND
Altitude selection
V / S or FPA selection
Control the display of selected altitude (in meters) on lower ECAM (permanent data)
Airbus 2007
10.9
Airbus 2007
10.10
Guidance
Managed NAV and APP NAV APPR LOC RWY RWY TRK G.A. TRK ROLL OUT CLB DES SRS (TO / GA) G/S FLARE FINAL
Lateral
Vertical
OP CLB OP DES Expedite (towards altitude selected on FCU but managed speed) ALT V/S FPA FCU selected
Speed
Airbus 2007
10.11
Selected Guidance Lateral: - HDG/TRK Vertical: - OP CLB/OP DES : Open modes for level changes with a fixed thrust and speed held on elevator. FPLN constraints are then ignored - EXPED : Level change with maximum climb/descent - ALT : Altitude capture and hold - V/S-FPA : Vertical speed or flight path angle track : Heading or track
REV IDLE
Thrust levers
Idle Reverse
FCU
PFD
Displayed: - Blue when armed - White when active
Autothrust (A/THR) is part of FMGC No mechanical linkage between levers and engines. Thrust levers position is measured and transmitted to the FADEC in digital form. Autothrust: - either ensures thrust control depending upon AP/FD modes (if these are engaged) - or manages thrust to hold the current target speed (if no AP/FD engaged) - with A/THR engaged, no feedback is sent to the thrust levers. The thrust levers do not move. A/THR engagement status and thrust limit mode depend upon thrust lever angle (TLA). Thrust limit selection and computation are made by the FADEC. 5 positions are fitted within the levers position range.
Airbus 2007
10.14
TO / GA FLX / MCT CL Engaged Not active 0 REV TO / GA FLX / MCT CL Engaged Active 0 REV
Thrust levers Ref . STL 945.7136/97 Issue 4 Thrust levers
Operational Rules A/THR can be armed: - Manually by pressing the A/THR pushbutton - Automatically, by setting the thrust levers at TO/GA or FLEX position. A/THR becomes active if thrust levers are set between CL (included) and IDLE (excluded) gates. In this case, commanded thrust is limited by the thrust levers position (except ALPHA-FLOOR activation). A/THR not active (A/THR p/b on FCU extinguished) & thrust levers within A/THR range A/THR can be disengaged by: Depressing the instinctive disconnect P/B on the levers or depressing the illuminated A/THR P/B on FCU or setting both thrust levers in IDLE gate. Pressing A/THR p/b on FCU activates A/THR
Airbus 2007
10.16
In THRUST mode, A/THR commands a specific thrust level in conjunction with the AP/FD pitch mode. This thrust level is limited by thrust lever position.
AP/FD mode V/S-FPA ALT (ACQ/HOLD) Expedite Descent/Climb SPD/Mach final descent Approach glide flare TO/ GA
Ref . STL 945.7136/97 Issue 4
A/THR mode SPEED/MACH Thrust Thrust/SPEED/MACH Thrust SPEED SPEED Retard A/THR Armed
Airbus 2007 10.17
Once out of take-off (or go around), the nominal phases in autothrust are always: - CL detent in twin engine situation - MCT detent in single engine situation This is indicated to the crew by a CLB or MCT message on PFD
- One lever in CL gate and the other out of this gate (in twin-engine operation) causes the engines to be regulated differently. ASYM amber message appears on PFD In approach, A/THR control depends on type of approach (ILS, non precision) and vertical mode selected on FCU. If Alpha floor protection is activated, TO/GA thrust is automatically applied whatever the lever position and A/THR status are.
Ref . STL 945.7136/97 Issue 4 Airbus 2007 10.18
Maximum speed (VMAX) VFE of the next slat/flap conf. (VFE NEXT) Minimum flaps retraction speed (V3)
Lower selectable speed (VLS) V prot in normal law (Vstall in alternate or direct law)
Airbus 2007
10.19
Flight Plan Stringing Flight plan definition by company route or city pair. Departure and arrival procedures including associated, speed/altitude/time constraints. Flight plan revision (offset, DIR TO, holding pattern, alternate flight plan activation,) Secondary flight plan creation similar to primary flight plan.
Navigation Automatic guidance along flight plan from take-off to approach and landing. Aircraft position determination. Aircraft position referenced to the flight plan. Automatic radio navaids selection. IRS alignment. Ground speed and wind computation. Optimum radio GPS and inertial sensor mixing.
Airbus 2007
10.20
IRS 2
IRS 3
Airbus 2007
10.22
Airbus 2007
10.23
MCDU
ND
Airbus 2007
10.24
Airbus 2007
10.25
FMGC 2
VOR 1 FREQ SIU / 128.50 CRS 075 ILS / FREQ ( )/( ) CRS ( ) ADFI / FREQ 10E / 415.00
RADIO NAV
FMGC 1
FMGC 1
FMGC 2
Airbus 2007
10.26
Top of climb Top of descent ECON cruise Mach Level segment Climb V2+10 VR Thrust reduction Acceleration by energy sharing Alt. Cruise
Transition Mach/speed
Acc. Alt.
Speed limit
Take-off runway
Take-off
Climb
Cruise
1000ft : VAPP
Runway
Descent
Approach
Airbus 2007
10.27
Airbus 2007
10.28
Airbus 2007
11.1
Pneumatic
ATA 36
To wing antiice Bleed air regulation
Nonreturn valve
Nonreturn valve
Cross-bleed valve
Eng 2
Eng 1 Trim air valves Trim air valves To wing anti ice Extraction fan
Extraction fan
Fwd zone
Aft zone Aft cargo comp. Cabin air Cabin ambient air Isolation valve Trim air valve Outflow valve Safety valves
Isolation valve
Airbus 2007
11.4
Basic configuration
A318
A321
A319/A320
A319/A320/A321*
A318/A319/A320/A321
System Display
Airbus 2007
11.9
Avionics equipment
Closed on ground
Cargo underfloor
Airbus 2007
Overboard
11.10
Inlet valve
Extract fan
Airbus 2007
11.11
Safety valves
Controllers
ADIRS FMGS
Manual control Cabin pressure controller 1 Cabin pressure controller 2 3 motors and gears
TAT + 19 C SAT + 18 C
G.W. 60300 KG 23 H 56
TAT + 19 C SAT + 18 C
G.W. 60300 KG 23 H 56
DU 2 CRZ page
Airbus 2007
11.13
* If installed
Ref . STL 945.7136/97 Issue 4 Airbus 2007 11.14
Airbus 2007
12.1
EFIS 2 ND 2 PFD 2
WARN CAUT
DMC 1
DMC 3
DM 2
FWC 2
Aircraft systems sensors Inputs for : - red warnings - system pages - flight phases
Airbus 2007
12.3
For aircraft fitted with the EIS1 the Display Units are Cathode Ray Tubes. For aircraft fitted with the EIS2 the DUs are Liquid Cristal Displays Inherent advantages of the Liquid Crystal Display: - Increased screen size of the PFD, ND and ECAM. The usable surface of the screens is now 625 x 625 (compared to todays 525 x 525). - Improved Display Unit contrast. LCD offers far better contrast and stability throughout its lifespan. Optional equipment It is possible to fit an aircraft with an additional DU software. This software allow to display video images in the DUs (example: TACS).
CAPT EFIS
1
ECAM
F/O EFIS
3 3
Airbus 2007
12.5
Navigation Display, three modes: - ROSE mode (ILS, VOR or NAV): aircraft symbol in screen centre, heading up with radar available - ARC mode: aircraft symbol in lower part of the screen, heading up with radar available - PLAN mode: display centered on selected waypoint, north up Note: In ROSE-NAV, ARC and PLAN modes, map data from FMS are presented
Airbus 2007
12.6
Options keys
ND mode ND range Control the display of G/S and LOC scales of the PFD Control the display of the flight director of the PFD VOR/ADF selector
Airbus 2007
12.7
Aircraft track Mach number Altimeter baro/STD setting display Magnetic heading reference
Airbus 2007
12.8
Minimum selectable speed Alpha protection speed Alpha max speed Radio altitude ILS ident + freq ILS DME distance
G / S and LOC scales and DEV indexes Outer marker light Altimeter baro setting display ILS course
Airbus 2007
12.9
Airbus 2007
12.10
Glide scale
ETA
Airport
Ref . STL 945.7136/97 Issue 4 Airbus 2007 1212
Airbus 2007
12.13
+ 3
+12 -15
Airbus 2007
12.14
Arrangement
ECAM (EFIS) colour symbology - Warnings : RED for configuration or failure needing immediate action - Cautions : AMBER for configuration or failure needing awareness - Indications : GREEN for normal long term operations WHITE for titling and guiding remarks BLUE for actions to be carried out MAGENTA for particular messages, e.g. inhibitions ECAM arrangement Upper DU Engine primary indication Fuel quantity information Slats/flaps position Memo/configuration data or warning/caution messages
Airbus 2007
12.15
Condition
Red warnings Amber caution A/P disconnection by take-over pb A/P disconnection due to failure Landing capability change Stall SELCAL call Cabin call Altitude alert Height announcement below 400ft
Duration
Permanent 0.5 second 1.5 second Permanent 0.5 second (three pulses) Permanent Permanent Permanent 1.5 second or Permanent Permanent
Airbus 2007
12.16
MEMO: landing
Airbus 2007
12.17
LDG MEMO LDG GEAR.DN SIGNS ON SPLRS ARM FLAPS FULL or CONFIG 3
SWITCHING PNL GPWS FLAP 3 ACARS STBY MAN LDG ELEV CRT TK FEEDG FUEL X FEED T.O. INHIB LDG INHIB LAND ASAP OFF AUTO BRK LO MED MAX
AUTO BRK.MAX SIGNS ON SPLRS ARM FLAPS TO TO CONFIG .. TEST CABIN READY
Airbus 2007
12.19
Airbus 2007
12.20
Electric page
Hydraulic page
Fuel page
APU page
Doors/oxygen page
Wheel page
Airbus 2007
12.21
System pages
APU**
Door
Wheel
Engine
Cruise
Wheel
Door
* FLT S/F extended CTL To PWR 1st engine TO power 1st engine starded Phase 6 Electrical power
1 MIN
80 kt
80 kt
10
* FLT CTL page replaces wheel page for 20 seconds when either sidestick is moved or when rudder deflection is above 22. ** APU page or EBG START page automatically displayed during start sequence. *** 10000 or 16000 ft, depending on the MOD
Ref . STL 945.7136/97 Issue 4 Airbus 2007 12.22
5 minutes after
1500 ft
Airbus 2007
12.23
Airbus 2007
12.24
PFD/ND Transfer ECAM/ND Transfer Reconfiguration capability : Single failure Multiple failure
PFD/ND Transfer
Airbus 2007
12.25
A318/A319/A320/A321 - ISIS
The standby instruments (horizon, airspeed and altimeter) are replaced by one integrated Standby Instrument System called ISIS ISIS is basic on A318 and optional for the rest of Single-Aisle aircraft.
STANDARD INSTALLATION
Pt
Pressure pipes
Ps
ISIS INSTALLATION
Pt Ps
BUGS TEST
LS
101 3 1 0
LS AT T
BARO
Airbus 2007
12.26
A318/A319/A320/A321 - EIS
Independent Failure Presentation Sequence Example: electrical generator fault
Airbus 2007
12.27
EIS 1
ECAM upper display ECAM lower display: ELEC page
Failure identification
Corrective actions
Airbus 2007
12.29
EIS 1
Airbus 2007
12.30
EIS 1
- Status page appears automatically - When clear button is pressed again flight phase system page comes back
Airbus 2007
12.31
A318/A319/A320/A321 - EIS
Primary / Secondary Failure Presentation Sequence
Example: Blue hydraulic reservoir low air pressure corrective action leading to primary failure: Blue hydraulic system low pressure
Airbus 2007
12.33
EIS 1
Failure identification
Corrective action
Airbus 2007
12.35
EIS 1
Airbus 2007
12.36
A318/A319/A320/A321 EIS Primary / Secondary Failure: after clear action 1 3rd step : first CLEAR
Upper Display
EIS 1
Resulting secondary failure (spoiler fault and all actuator blue press indications amber) related to primary failure (Blue system low press) The system page corresponding to the secondary failure is automatically displayed
Airbus 2007 12.37
EIS 1
Airbus 2007
12.38
EIS 1
Status reminder
- When clear button is pressed for the third consecutive time, flight phase system page comes back
Airbus 2007 12.39
Airbus 2007
13.1
Isolation switch
Airbus 2007
13.3
Radio Management Panel (RMP) system provides: - Crew control of all radio communication systems - Back-up of the two FMGCs for controlling all radio navigation systems Basic installation includes: - Two RMPs on pedestal - Full provision for installation of a third RMP on overhead panel The ATC transponder is tuned by a separate conventional control panel.
Airbus 2007
13.4
FMGC 1
FMGC 2
VOR 1 DME 1
VHF 1 HF 1
VHF 2 HF 2
VOR 2 DME 2
ILS 2 ADF 2
NAV
Ref . STL 945.7136/97 Issue 4
Optional
NAV
Airbus 2007 13.5
Communication Tuning Any radio communication system can be tuned from any of two RMPs. In case of failure any RMP can take over from the other one. Navigation Tuning Three different operating modes exist. Automatic : VOR/DME, ILS and ADF are automatically tuning controlled by the FMGS.
Manual tuning : for selection if a specific frequency through the FMGS CDU without affecting the automatic function of the FMGS. Back-up tuning : when both FMGCs are inoperative or when an emergency electrical source is in operation, any NAV receiver may be tuned by the crew from any RMP ; each RMP controls on side receivers. When one of both FMGCs is inoperative, the remaining one controls all receivers.
Airbus 2007
13.6
Public address audio listening and volume control PA key for boomset oxygen mask or hand microphone operation
Airbus 2007
13.7
The audio integrating system provides the management of all audio signals produced by and feeding the radiocommunications, radio navigation and interphone systems : Basic installation includes : - Three Audio Control Panel (ACP) two on pedestal, one on overhead panel - One Audio Management Unit (AMU) in avionics bay - One SELCAL code selector in avionics bay. Provision exists for supplementary ACPs All selections and volume adjustments carried out by crew through ACPs All ACPs are fitted for maximum capacity (three VHF, two HF, public address, calls, two VOR, two ADF, ILS and provision for MLS). Each ACP and associated AMU electronic card are fully independent and microprocessor controlled.
Airbus 2007
13.8
Airbus 2007
13.9
New CIDS
PTP
FAP
Airbus 2007
13.10
Airbus 2007
14.1
General Line maintenance of the electronic systems is based on the used of a Centralized Fault Display System (CFDS). The purpose of the CFDS is to give maintenance technicians a central maintenance aid to intervene at system or subsystem level from MCDU (located in the cockpit : - To read the maintenance information - To initiate various tests. Two levels of maintenance should be possible using the CFDS: - At the line-stop (LRU change) - In the hangar or at the main base (troubleshooting).
Airbus 2007
14.3
General parameters: - date / time - flight No. - aircraft identification - flight phases AIDS
CFDIU
FMGS 1 and 2
MCDU 1 ACARS
MCDU 2
VHF 3 Printer
Airbus 2007
14.4
Integration of the CFDS Integrated in the Maintenance and Recording Data System (MRDS) comprising: Basic equipment - A Centralized Fault Display Interface Unit (CFDIU) - A Digital Flight Data Recorder System (DFDRS) with its interface unit and its Flight Data Recorder - Two multipurpose CDUs (MCDUS) located on the pedestal. Note: The MCDUS can be used for : FMGS, MRDS options (ACARS, AIDS).
Airbus 2007
14.5
Airbus 2007
14.6
Airbus 2007
14.7
Airbus 2007
14.8
Airbus 2007
15.1
Description A fire and overheat detection and extinguishing system is installed for: - Each engine - The APU Smoke detection and fire extinguishing systems are installed for: - The cargo compartments - The lavatories Smoke detection is also installed in the avionics bay. Portable fire extinguishers are installed in: - The cockpit - The passenger cabin
Airbus 2007
15.3
Pedestal Panel
Fire light
APU shut off pushbutton Ref . STL 945.7136/97 Issue 4 Airbus 2007 15.4
Functions
Description When a sensing element is subjected to heat, it sends a signal to the FDU. As soon as both loops A and B detect temperature at a preset level, they trigger the fire warning system. Warning system is not affected by failure of a loop (break or loss of electrical supply). In case of failure of one loop, the second one secures the aircraft. If the system detects an APU fire while the aircraft is on the ground, it shuts down the APU automatically and discharges extinguishing agent. In flight, The flight crew controls the discharge of the fire extinguisher bottle, from the APU FIRE panel. Fire Protection Controls The Engine fire push-button allows the aircraft systems (bleed, hydraulic, IDG systems) to be isolated from the affected engine and the fire extinguisher bottle to be armed. The APU fire push-button allows the extinguishing system to be armed and the shut-down of the APU. The Agent push-button provides bottle discharge (ENG FIRE pushbutton or APU FIRE having being pushed).
Extinguishing Each engine is equipped with two extinguisher bottles. The APU is provided with a single-shot fire extinguisher system. Fire bottle are equipped with an electrically operated squib for agent discharge. The discharge is controlled from the control panel or from the ground for the APU.
Airbus 2007
15.5
FWC**
(Cockpit warning)
SDCU*
CIDS
(cabin warning)
Avionics Bay System Smoke in the avionics bay is detected by a selfcontained ionization type smoke detector. It is installed in the extraction duct of the avionics ventilation system. The smoke detector signal makes the ECAM display a warning in the cockpit. When it detects smoke for more than 5 seconds: - A single chime sounds. - The MASTER CAUTION lights, on the glareshield, light up. - The ECAM displays a caution on the E/WD. - The SMOKE light, on the EMER ELEC PWR panel, lights up. - The BLOWER and EXTRACT FAULT, on the VENTILATION panel, light up.
Lavatory System Smoke Detection An ambient smoke detector is installed in the ceiling of each lavatory. Detectors are connected to the smoke detection data bus loop. - On A319/A320/A321: smoke warnings are transmitted by the SDCU to the flight deck (ECAM) and to the cabin (via CIDS). - On A318 and aircraft equipped with new CIDS system: SDCU is integrated in the CIDS which transmits signal to the FWC and generates indication in the cabin. Waste Bin Fire Extinguishing A fire extinguisher is installed in the waste bin compartment in each lavatory. Extinguishing agent is automatically discharged into the bin when the temperature within the bin reaches 72C.
Airbus 2007
15.7
FWD
AFT
Airbus 2007
15.8
Description * - For the A318, A319, and A320 three extinguishing nozzles, one in the forward hold and two in the aft hold, are installed in ceiling cavities alongside the smoke detectors. - For the A321 there are 5 extinguishing nozzles, two in the forward hold and three in the aft hold. Two guarded "discharge" push buttons and two "smoke disch" indicators are provided, one of each for the forward and aft holds. The amber "disch" light illuminates when the bottle is discharged. On operation of the relevant discharge button, extinguishing agent is discharged into either the forward or aft cargo hold. The fire extinguishing bottle sizes are : - 630 cu in for the A318, A319, and A320 - 800 cu in for the A321. * The equipment description correspond to a basic configuration, all these equipment are customizable.
Airbus 2007
16.1
Airbus 2007
16.3
Airbus 2007
16.4
Airbus 2007
16.5
Airbus 2007
16.6
Airbus 2007
16.7
Airbus 2007
16.8
17. Oxygen
Airbus 2007
17.1
Airbus 2007
17.3
Airbus 2007
17.4
Airbus 2007
17.5
Airbus 2007
17.6
Airbus 2007
17.7
Airbus 2007
17.8
Airbus 2007
18.1
A318/A319/A320/A321 General
The information system manages the datalink communication and provides the crew with information coming from the airline. It consists mainly of an Air Traffic Service Unit (ATSU). The ATSU manages: - The Air-Ground communications - The exchange of information between the aircraft and the airline according to the Airline Operational Control (AOC) applications defined in the ATSU. - The information display via the MCDU. - The appropriate warning for crew information. System Architecture
Airbus 2007
18.3
A318/A319/A320/A321 ATSU
General The ATSU (Air Traffic Services Unit) has been introduced to support emerging ATC datalink functions. The ATSU hosts functions that were previously in ACARS MU/CMU. ACARS router: - To select communication media - To manage interface with aircraft ACARS user systems (FMS, CMS / CFDS, ACMS / AIDS). It also hosts: - Specific airline applications (AOC software) which are BFE in the ATSU, fully customizable - ACARS MU look-alike - To perform specific airline functions, such as : - OOOI - Delay - Load sheet - Fuel on board - Gate assignment,... reports. Communication functions The ATSU communication function manages the AirGround communications either: - Automatically without pilot action, - Manually using MCDU pages and/or RMPs. The pilot controls the communications through the COMM MENU page on MCDU.
Airbus 2007
18.4
A318/A319/A320/A321 AOC
AOC Applications Two kinds of Airline Operational Control (AOC) applications are provided: - Remote AOC applications embedded in systems peripheral to ATSU (AIDS, CFDS, FMGC, CABIN TERMINAL) - Hosted AOC applications uploaded into the ATSU. Remote Applications - Flight Management System (FMGC) The FMGC interface allows to access the following data : - Wind data (F-PLN page) - Takeoff data (uplink only) - F-PLN initialization (uplink only) - Pre-flight,post-flight report and ACARS print/program (downlink only) - Centralized Fault Display System (CFDS) The CFDS interface allows to downlink the Post flight report (on the ground) or current flight report (in flight). - Aircraft Integrated Data System (AIDS) The AIDS interface provides ATSU with the data for the following applications: - Aircraft Performance Monitoring (APM) - Engine Condition Monitoring (ECM) - APU Health Monitoring (AHM)
Airbus 2007
18.5
AIRBUS 31707 Blagnac Cedex France Telephone 05 61 93 33 33 Airbus S.A.S. 2006 All rights reserved. The statements made herein do not constitute an offer. They are based on the assumptions shown and are expressed in good faith. Where the supporting grounds for these statements are not shown, the Company will be pleased to explain the basis thereof. This document is the property of Airbus S.A.S. and is supplied on the express condition that it is to be treated as confidential. No use or reproduction may be made thereof other than that expressly authorised.
Printed in France